Autonomous electronic vehicle (av) inertia reduction and safest path direction system

ABSTRACT

A safety system for an autonomous electronic vehicle having a body and a platform. The safety system includes at least one mechanical connection unit and a safety control module. The mechanical connection unit connects the body to the platform, and is transitionable between a first state, in which the body is attached to the platform at the mechanical connection unit, and a second state, in which the body is released from the platform at the mechanical connection unit. The safety control module is programmed to prompt the mechanical connection unit to transition from the first state to the second state under circumstances of an imminent collision event. In some embodiments, the safety control module is programmed to determine a safety path for passengers within the body and/or others in the collision zone based on conditions surrounding the vehicle.

BACKGROUND

The present disclosure is directed to autonomous electronic vehicles.More particularly, it relates to safety systems and methods forimplementation with autonomous electronic vehicles.

Autonomous electronic vehicles (AVs) are being broadly tested andimplemented in phases. Many if not most major vehicle manufacturers areworking on this for coming products. They are showing success in thiseffort. It is therefore likely this change to autonomous will become themajority type of transportation over the coming years.

These AV systems use advanced computing, sensors and electronic drivevehicle components and structures to accomplish this new autonomy. Theyhave begun to make them in volume and include various user applications.

New tactics, methods, operational measures are now possible with thesenew designs and traffic systems for improving the safety of thepassenger. They lag behind in the purpose of getting from point A to Bwithout collision. Sometimes, collisions are unavoidable even with thebest of autonomous driving. Black ice on a bridge, a young bike rider'ssudden loss of control, a blind person crossing the street, a tire blowout, a loss of load on the highway, a deer crossing over many lanes oftraffic at high speed, abrupt weather changes to road surfaces and morecan cause these unavoidable collision conditions.

SUMMARY

The inventor of the present disclosure has recognized a need to addressone or more of the above-mentioned problems. The AV safety systems andmethods of the present disclosure provide further ways to avoid a suddenand most dangerous impact from a collision upon the passengers. In someembodiments, the systems and methods of the present disclosure add moredata input, more calculation to find that better outcome and provideimproved physical means to enact those determined ways to accomplishimproved safety outcomes.

Turning wheels, increasing or decreasing throttle, and applying brakesare normal controls and are used to avoid or limit impacts. The resultis to eliminate or to lower injury conditions for occupants. To do thiswell is to implement the systems and methods of the present disclosureby which a preferred and safe action is determined by reviewing/analysisof available data (in some embodiments expanded or broadened data) sothe use of these controls will provide the safest outcome. For example,an AV of the present disclosure can include a platform, a body, and asafety system. The platform and body can be akin to conventionalautonomous EV designs, with the body configured to house passengers,cargo, etc., and the platform providing wheels, power, etc. The safetysystem includes a release sub-system and a control sub-system. Therelease sub-system includes various components, devices, and/ormechanisms that connect the body to the platform. The control sub-systemincludes a safety control module programmed to determine one or moreactions when an imminent or unavoidable collision event occurs.Programming of the safety control module can be saved by/acted upon anexisting autonomous controller, or provided with a separate controllercarried by the AV. Actions by the safety control module can includeprompting operation of the release sub-system to disconnect the bodyfrom the platform, either partially or entirely.

In some scenarios, the safety control module may determine that thesafest action is to release only some of the connections provided by therelease sub-system. In other scenarios, the safety control module maydetermine that the safest path is make certain action in the commoncontrols in concert with other AV's in the surrounding area. In somescenarios, the safety control module may determine that the safestaction is to “aim” the AV in a specific direction, speed up, and thenseparate the body from the platform. By way of non-limiting example, asafety plan generated by the safety control module may implement anoption where the body glances off of the impact threat, avoids oncomingtraffic, goes between two trees, and then past a building to come torest in an open adjoining field. In some embodiments, the safety controlmodule has access to and considers AV autonomous input and other datatypical to Google satellite maps or other online available image data todetermine the safest action to make more informed decision. Regardless,the end result is a better outcome for passengers of the body based onsurrounding conditions, the safety of others and coordination withothers to move through an ever-changing impact zone of influence.

It is anticipated that AVs will eventually be the dominate means oftransportation. Even though AVs will improve safety over human drivingand will be well controlled, not all conditions to avoid collision canbe accounted for. Such issues like storm-caused road obstructions, blackice on bridges, deer crossings, biker action irregularities, or a blowntire are but a few examples. Unavoidable collisions will remain anissue. Current AV software and designs are incapable of providing thebest safety solution. The safety systems of the present disclosureovercome these deficiencies by providing for the possible separation ofAV body from AV platform as dictated by an analysis of available data.Additional data for the analysis can optionally be gleaned from imagesand wider spread sensor input. This, in combination with optionalrelated situational analysis of how to best reduce inertia by rubbing,bouncing and smaller collision impacting of the body will improve theoutcome of these unavoidable collision situations.

With the safety systems of the present disclosure, a release sub-systemand a control sub-system are provided. The release sub-system includesone or more mechanical connection units connecting the AV body to the AVplatform. The control sub-system includes a safety control module, andoptionally one or more sensors (in addition to the sensorsconventionally provided with an autonomous EV). The safety controlmodule can represent programming integrated into existing safety-relatedcontrollers. In the event of an imminent or unavoidable collision, thesafety control module can evaluate available information and decide upona best course of action, including the possibility of releasing the bodyfrom the platform in a manner appropriate to send the detached bodyalong a determined safety path. In some embodiments, the safetydetermination is preplanned and ready for enactment as soon as theunavoidable collision has been determined so time to decide how to actis nested. In some embodiments, the momentum of the body aftermechanical connection unit release(s) provides an intended directionalong a singular path line or multiple path lines caused bypredetermined smaller impact or surfaces. In some embodiments, thesafety control module is able or programmed to predetermine and effect asafe solution using mechanical connection unit release controls, AVmotor speed or regeneration or direction, brakes, steering, proximity ofthe tire to the body, and timing coordination of these controls incombination with wireless communication with other AVs in the area andthe safety controls provided with these AVs to provide a safer outcomefor the passengers of the AV encountering an imminent collision andothers in the impact zone of influence. In one example of safety pathcontrol, electrical wires or other extendable and optionally breakableor unbreakable lines between the body and the platform are used to limitor delay the safe path speed, direction or distance.

In some embodiments, the safety systems of the present disclosure employsensors currently used with common AV designs and intended for partialor fully autonomous driving. In other embodiments, one or more sensorsare placed on the highest part of the AV, or on extensions above thebody, to gather additional situation input useful to determine a safestpath or safer outcome. In yet other embodiments, online availablemapping images from such sources as Google and Apple will be used tointerpret fixed obstruction determinations. This can include type, sizeand location of obstructions or, conversely, for path openings to findthe safest path for the separated body with passengers. In yet otherembodiments, sensor data from previous trips and/or from other AVsensors confirm or provide new data for use in determining safety paths.

In some embodiments, the safety systems of the present disclosurecontrol or utilize motor(s) of the AV to better effect sending of thereleased passenger body in predetermined direction (e.g., the AVmotor(s) can be prompted using reverse polarity). In relatedembodiments, an adaptation of the reverse polarity option providespositive and directed selected motion to a body separated from theplatform for the selected safety escape. It can provide a forward orrearward direction and do so at the speed needed to meet the selectedsafety plan. For example, in some embodiments, the safety systemoperates a body-to-platform mechanism that lowers the body a distancesufficient to effect contact between the body and wheel(s) of the AV;frictional interaction between the so-located body and the wheel(s)promotes the wheel(s) placing a force onto the body, sending the body ina predetermined safety path or direction at a desired time.

In some embodiments, the safety system uses prior sensor findings, areaimages and other historical data to predetermine fixed obstructions inthe zone of influence (ZOI) and eliminates those as safety path optionsbefore this vehicle proceeds on the trip. It does this for an unreleasedAV body and does this for a released body from the platform. Both arecompared to find the safest safety path and AV condition. The safetysystem uses the remaining safety path options from the above analysis tomake faster and better decisions just in time as safety is in jeopardy.It uses only those directions and distances that are considered safefrom fixed obstructions first so that consideration time is nested.Preplanning is done to improve outcomes in case of a determination of anupcoming unavoidable collision. The pre-calculations may include assumedspeeds of oncoming traffic and thus only make corrections based onsensed changes and new moving objects.

In some embodiments, in the case of an unavoidable collision with afixed object, such as in the case of the vehicle losing traction on anicy day, the safety system considers the impact on the safety of thepassengers by releasing the body from the platform using changedsteering angle, reduced speed by braking, changing of motor direction orbody to wheel contact after release. It would use type of obstructionsuch as bush vs. tree, to either release the body from the platform orto retain the body with the platform.

In some embodiments, in the case of an unavoidable collision with amoving object, such as an oncoming vehicle, the vehicle monitors allmoving objects for direction and speed and is ready to perform avoidancecontrol measures and as needed activate the safety separation system toachieve the safest remaining path.

In some embodiments, as moving objects come and go from the ZOI and theyreduce safety path options from the already eliminated fixed objectpreplanning, the decision to release or not to release the body isperformed based use of standard vehicle controls and changes toremaining time and distance criteria to effect the selected safety path.

In some embodiments, as moving objects in the ZOI eliminate safe pathsin addition to the fixed object reductions the number of safety pathsare easier to tabulate nearer real-time. This helps to make safer andfaster decisions in the limited timeframe from knowledge of anunavoidable collision event to avoidance or reduction impacts. Thisincludes the decision to release or not to release the body from theplatform, to fully or partially release from the platform, how to usethe vehicle controls in advance of the release, direction for release,likely friction contact time and distance for reduction of inertia afterthe body is released and glancing blow calculations. Pre-planning by thesafety module whether it is onboard or wirelessly supplied greatlyincreases the likelihood of a safety system to be successful at reducinginjury.

In some embodiments, coordination of activities, like speed anddirection are based on data from others with safety systems. Forexample, each AV has an intended path and is self-monitored forremaining on a known path. If a variation is required during transitbased on unintended changes by others, this change of direction andspeed is shared with others in the ZOI so all can make changes to avoidan accident. However, if a collision is unavoidable, the safety pathdecision including any intended separation of the body from the platformis shared and the resulting coordination of safety systems will resultin injury reduction.

In some embodiments, the safety system is able to preplan the safetypath options, as limited by remaining path pre-trip or early in tripcalculated safety path options based on fixed obstruction limitations.

In some embodiments, the safety system paths are further limited bysurface conditions using known surface types on this trip, weatherreports for this time period and images of ground variations. Suchsurface evaluation is used to determine safety path estimated stoppingdistance to determine potential impacts based on friction values and thedistance to bring a separated body or unseparated AV to a safe stop. Inone extended example of weather-related, pre-safety analysis for safetypath limitation planning, the AV may choose to take a different courseto get from point A to point B. For example, it may redirect to avoid anoverpass assumed or historically proven to have potential for black icein these conditions.

In some embodiments, the safety system uses not only the historical andcurrent status of the ZOI data-based separation decision making for fullor partial release of the body (B) from the platform (P) but inconjunction with application of common controls of throttle, brakes,motor direction to the wheel(s) system to avoid or lessen contact andinjury. Monitoring directly all moving objects as they come into andproceed through this AV vehicle's (AV₁) ZOI. This assures others aremaintaining a safe path relevant to the AV₁ direction. When any ZOI AVdiverts because of an unexpected occurrence it may cause further unsafeconditions from the pre-considered path for AV₁ in whole or in partsduring a safety system action. This shared knowledge is applied to theAV₁ safety system actions to effect the safest outcome for itself andothers involved.

In some embodiments, at some time in the future if all AVs and evenbikers or pedestrians with cell phone coordination the coordination willbe more encompassing to maintain smooth and safer flow by avoidingcontact. However, in the meantime there will be more exceptionalconditions that will require more safety system intervention.

In some embodiments, the safety systems of the present disclosureincorporates or makes use of one or more airbags that inflate to raisethe body above any irregularities in the platform and/or to place thebody on a level of exit better suited for the safety of the passengers.One non-limiting example is the fore and aft castings with batteryconstruction format exhibited by Elon Must on Sep. 22, 2020 as part of apresentation on future EV and AV Tesla® platform. This leaves anirregular base for mounting a body and thus more difficult to separateand exit the body from the platform. With these and similarconstructions, airbags can be used with the safety systems of thepresent disclosure to raise the body with separation, providing a way toimplement the safety system with platforms that are designed with lessthan ideal exit configurations. In one published image of the Tesla®platform post-announcement mentioned above, it shows supportive-to-bodyfeatures above the battery. These are assumed to provide a more uniformbottom for connecting the body. The release devices of the presentdisclosure remain applicable if nested in or around these features.Further, the castings shown may have permanent or activated openings forthe tire to provide tire exposure for contact to the released body forpositively directing the body on the safety path. Regardless of themoving tire to body option, the braking, throttling, aiming and removalof the body from the platform can send the body on a determined safetypath.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram representing major components of a prior artautonomous electronic vehicle (AV);

FIG. 2 is a block diagram of an AV in accordance with principles of thepresent disclosure;

FIG. 3 schematically illustrates operation of AV safety systems inaccordance with principles of the present disclosure;

FIG. 4A is a simplified perspective view of an AV in accordance withprinciples of the present disclosure;

FIG. 4B is a simplified cross-sectional view of the AV of FIG. 4A;

FIG. 5A is a simplified top plan view of an AV in accordance withprinciples of the present disclosure;

FIG. 5B is simplified block diagram of components of the AV of FIG. 5A,including a safety control module;

FIG. 6 graphically illustrates possible sources of data or informationfor consideration by the by safety control module of FIG. 5B;

FIG. 7 is a simplified cross-sectional view of a portion of an AV andillustrating mechanical connection units in accordance with principlesof the present disclosure;

FIG. 8A is a simplified side view of a portion of an AV and illustratinga mechanical connection unit in accordance with principles of thepresent disclosure and in a connected state;

FIG. 8B is the AV of FIG. 8A with the mechanical connection unit in adisconnected state;

FIG. 9 is a simplified perspective view of a mechanical connection unitin accordance with principles of the present disclosure;

FIG. 10A is a simplified perspective view of a mechanical connectionunit in accordance with principles of the present disclosure;

FIG. 10B is a cross-sectional view of a portion of the mechanicalconnection unit of FIG. 10A;

FIG. 11A is a simplified end view of an AV in accordance with principlesof the present disclosure and illustrating optional body extensionfeatures;

FIG. 11B is a simplified side view of the AV of FIG. 11A;

FIG. 12 is a simplified cross-sectional view of a portion of an AV inaccordance with principles of the present disclosure and illustratingoptional wheel-caused escape features;

FIG. 13A is a simplified cross-sectional view of a portion of an AV andillustrating an elevation unit in accordance with principles of thepresent disclosure, including the elevation unit in an operationalstate;

FIG. 13B is the AV of FIG. 13A and illustrating the elevation unit in alowered state; and

FIG. 14 is a simplified perspective view of an AV in accordance withprinciples of the present disclosure.

DETAILED DESCRIPTION

Some aspects of the present disclosure are directed to systems, devicesand methods for protecting passenger(s), cargo, etc., being transportedin an autonomous electronic vehicle (AV), for example in the event of animminent or unavoidable collision. In general terms, some embodiments ofthe present disclosure provide a safety system for installation to anAV, with the safety system including a release sub-system and a controlsub-system. Other embodiments of the present disclosure provide an AVthat includes the safety system. As described in greater detail below,an AV includes a passenger pod (or body) and a platform (or power unitor skateboard). The control sub-system is operable to designate that theAV will experience or is experiencing an unavoidable collision event(e.g., sufficient to cause injury to passenger(s) or harm to cargo), andto derive a safest path for the passenger pod. The control sub-system isfurther operable to cause the body/passenger pod and the platform torelease from one another, via prompted operation of the releasesub-system, in a manner that promotes the body/passenger pod travelingalong the derived safest path. In some non-limiting examples, reversalof motor polarity by one or more of the wheel motors can assist inimplementing a reduction in collision impact or avoidance of collision.In some non-limiting examples, an area of friction between one or moreof the wheels and the body enhance sending of the body along a desiredpath, with or without reversal of motor polarity.

Today's advancements in software and hardware developments that permitthe successful transport using fully autonomous AVs are now partially inuse, at least in test, and broad implementation is assumed. The safetysystems and methods of the present disclosure take an important furtherstep forward to address the situation when an autonomous vehiclerecognizes an imminent collision. Collisions by a well-governed AV canand will occur for various reasons, such as black ice, unexpectedvehicle movements, pedestrians, bicyclers, storm obstructions, or otherunpredictable or unavoidable circumstances. The systems and methods ofthe present disclosure recognizes the emergency status and provides animproved outcome.

By way of background, there are several electronic vehicle (EV) andcoming AV designs that use a common feature. It is the use of two majorcomponents to build the completed EV. One major component is sometimescalled a platform (or power unit or skateboard) composed of the at leasta battery, wheels, motors and steering. Then a second major component,the passenger pod, sometimes called the body, is designed to be attachedto the platform. Some developments originate the two major componentsfrom two different companies with coordination. The terms “platform” and“body” are used in the present disclosure. Various controller(s),sensor(s), mechanism(s), etc., are then added to render the base EVdesign autonomous (e.g., converting the EV to an AV). Consistent withthese explanations, FIG. 1 schematically reflects a conventional orprior art AV 20 as comprising a platform 22 and a body 24. The body 24is permanently mounted to (or integrally formed with one or morecomponents of) the platform 22, for example via bolts, welds, etc. Oneor more operational controllers (not shown) are provided with one orboth of the platform 22 and the body 24, and generally comprise acomputer or computer-like device (e.g., processor(s) ormicroprocessor(s) operating or programmed to operate (software) variousinstructions or logic, memory, storage device, etc.) that control normaloperations of the AV 20 (e.g., turning engine on/off, speed,acceleration, steering, braking, etc.).

With the above in mind, one embodiment of an AV 30 in accordance withprinciples of the present disclosure is shown in block from in FIG. 2.The AV 30 includes a platform 40, a body 42, and a safety system 44(referenced generally). The safety system 44 includes a releasesub-system 50 and a control sub-system 52. The release sub-system 50includes one or more mechanical connection units that connect theplatform 40 to the body 42 in a manner facilitating a robust attachmentunder normal operating conditions, as well as selectively releasing theplatform 40 and the body 42 relative to one another when prompted by asafety control module 54 of the control sub-system 52 as described ingreater detail below. The AV 30 further includes one or more operationalcontrollers (not shown) as conventionally employed with an AV thatcontrol normal operations of the AV 30. The safety control module 54 canbe incorporated into the operational controller(s) (e.g., software orprogramming operated by a processor of the operational controller). Inother embodiments, the control sub-system 52 can include a dedicatedcomputer or computer-like device separate from the operationalcontroller(s) and operating the safety control module 54 otherwiseprogrammed (e.g., logic, machine readable instructions, software, etc.)to perform the various safety-related features or instructions describedelsewhere. In yet other embodiments, the safety control module 54 isoperated (e.g., programmed to) by a computer entirely apart from the AV30; with these and related embodiments, the safety control module 54 isin wireless communication with one or more operation controllers carriedby the AV 30 to wirelessly implement a determined safety plan. Asdescribed in greater detail below, the safety control module 54considers or monitors data from various sources in determining a safetyplan for a particular set of circumstances associated with an imminentor unavoidable collision event. In this regard, the data can come fromsensors provided with a conventional AV design. In other embodiments,the control sub-system 52 optionally includes one or more additionalsensors 56 as described below (e.g., top-of-body mounted sensors) tobroaden the scope of sensor input beyond the common AV scope of input.

The platform 40 can be, or can be akin to, the platform 22 (FIG. 1)associated with known or existing AVs. Thus, the platform 40 can includeat least the requisite battery, wheels, motors and steering mechanism asknown in the art for operation of an AV. In other embodiments, theplatform 40 can include one or more additional components not typicallyutilized or provided with a conventional EV platform as described below.Similarly, the body 42 can be, or can be akin to, the body 42 (FIG. 1)associated with known or existing AVs. Thus, the body 42 can include atleast an outer housing defining a compartment or other enclosed area forpassengers, cargo, etc., along with door(s), window(s), etc. foraccessing the enclosed area. In other embodiments, the body 42 caninclude one or more additional components not typically utilized orprovided with a conventional AV body as described below.

The safety system 44, including the release sub-system 50 and thecontrol sub-system 52, can assume various forms and incorporate variousfeatures as described in greater detail below. In general terms, theconnectors or fasteners or mechanisms (or mechanical connection units)of the release sub-system 50 attach the platform 40 to the body 42 andare remotely controlled by the control sub-system 52 to perform the actof purposely timing and directing separation of the body 42 from theplatform 40. The release sub-system 50 can optionally provide two ormore points of connection or attachment between the body 42 and theplatform 40. The purpose is to improve the safety outcome for passengers(or cargo) within or carried by the body 42 at least one of, optionallyall of, before, during and after the event of an unavoidable collision.

In some embodiments, the safety system 44 is configured (e.g., thesafety control module 54 of the control sub-system 52 is programmed) todetermine and effect a best case timing and direction of movement of thebody 42 away from the collision event location according to situationaldata analysis performed continuously during normal operation of the AV30. This can be done so there is readiness and so the safety system 40nests the preparation time and thus improves its ability to react morequickly and appropriately to an unavoidable collision situation. This,in turn, can result in a reduced impact, sequenced contact to improve orreduce hazards to passengers.

By way of non-limiting example, FIG. 3 illustrates, in simplified form,sequential operation of the safety system 44 (FIG. 2) in the event of anunavoidable collision as the AV 30 is traveling along a road 60 withvarious road-side obstructions 62 (buildings, signs, lights, etc.). Apoint in time A, the AV 30 is traveling along the road 60 under normaloperating conditions in a relatively straight-line path (left-to-rightrelative to the orientation of FIG. 3), for example as would aconventional AV, with the platform 40 attached to the body 42. Varioussensor information and surrounding data is continuously being reviewedby the control sub-system 52 (FIG. 2). As reflected by dashed arrows 64,the safety control module 54 (FIG. 2) optionally operates tocontinuously determine possible safety travel paths otherwise avoidingthe obstructions 62. This normal mode of operation continues at point intime B. At point in time C, an imminent or unavoidable collision eventof the AV 30 with an object 66 (e.g., a vehicle determined to beentering onto the road 60; an obstacle/body accidently left on the road60; etc.) is determined or estimated as being highly likely. Thedetermination or estimation of an unavoidable collision event can bemade by the logic/programming associated with the safety control module54 (FIG. 2) and/or by logic/programming conventionally provided withsome AVs. Regardless, upon determining that an unavoidable collisionwith the object 66 will occur, the safety control module 54 determines asafety or safest path (e.g., designated by dashed line 68 in FIG. 3) forthe body 42 that avoids, to the extent possible, any road-sideobstructions 62 and the object 66, and then operates the releasesub-system 50 (FIG. 2) to release the body 42 from the platform 40 at apoint in time D that is determined to “send” the body 42 along thesafety path 68. It will be understood that immediately prior to release,the body 42 is traveling with the platform 40; thus, when released, thebody 42 has momentum in a direction of the platform 40 at the time ofrelease. Further, the AV 30 may be operated/controlled so as to minimizethe likelihood of a direct collision with the object 66. These factorscan be accounted for by the safety control module 54 (e.g., turning theplatform 40 from the straight-line path between point in time C andpoint in time D). Once released, the body 42 travels long the safetypath 68 and comes to rest at point in time E at a location free of anyroad-side obstacles 62. The platform 40 may be caused to take otherevasive actions relative to the object 66. Regardless, passengers and/orcargo being transported by the body 42 are safely removed from thehazards of the collision with the object 66.

From the above descriptions, one safety value provided by the systemsand methods of the present disclosure is a reduction of mass and inertiaby sacrificing the platform 40. Another value potential is to use theplatform 40 to create a safer path by sacrificing the platform 40 on thecolliding force. It may avoid or deflect energy from the collidingforce. In some embodiments, surfaces of the platform 40 can cushion thiscontact and create time to implement a desired safety path. Further, itmay be deemed best for the body 42 to escape or reduce contact by usingcommon control features of the AV 30, for example throttle, brake, brakeregeneration, steering or wireless instructions to other AVs in theimminent collision zone so as to take corrective or clearance action andto time the exit for the desired safety path. The separation may havethe best outcome if the body 42 separates based on braking of theplatform 40 ahead of the collision. If the imminent collision event is ahit from behind while stationary, it may be best for platform-to-bodyconnectors to be released with a specific timing based on, for example,compression of an energy absorption bumper provided with the platform40. This decision may use data derived from a bumper-located sensor. Aside impact in some situational analysis may sequence the connectorreleases to help the body 42 roll to the side of the platform 40. Othervariations of connector release and use of forces upon the platform 40or with the platform 40 upon the body 42 can be employed to improve theoutcome for passengers of the body 42.

Operation of the safety system 44, and in particular the safety controlmodule 54 of the control sub-system 52, in effecting a pre-planned bestexit implementation process are further explained with reference toFIGS. 4A and 4B in which an AV 70 in accordance with principles of thepresent disclosure is illustrated. The AV 70 includes a platform 80 anda body 82 commensurate with the descriptions above. The platform 80includes, amongst other components, a base 90 and various wheelassemblies. For example, FIG. 4B illustrates two wheels 92 linked to anaxle 94 that in turn is connected to the base 90. Additional wheels 92are shown in FIG. 4A. The wheels 92 are mounted so as to be rotatablerelative to the base 90, and thus relative to the body 82, about acorresponding drive axis (labeled as D in FIG. 4B). Further, the wheels92 can pivot or rotate about a corresponding turning or steering axis S(labeled as S in FIG. 4B). A steering mechanism (not shown) of a typeknown in the art can be connected or linked to one or more or all of thewheels 92 to effect desired steering or turning (e.g., in someembodiments, some of the wheels 92 can be positively or activelysteered, while others of the wheels 92 more passively follow an effectedturn). Regardless, the body 82 is connected to the platform 80 bycomponents or mechanical connection units of a release sub-system 100 asgenerally reflected in FIG. 4B. Though not specifically identified inthe views, a control sub-system commensurate with the descriptions ofthe present disclosure is further provided, and operates (e.g., a safetycontrol module of the control sub-system is programmed) to promptoperation of the release sub-system 100 to disconnect the body 82 fromthe platform 80, for example under circumstances of an imminent orunavoidable collision.

In some optional embodiments, and as reflected by FIG. 4A, the AV 70 canincorporate sensors 110 along the body 82. Information from the sensors110 can be utilized by the control sub-system (not shown) in determininga best exit path or safety path for the body 82 in the event of animminent or unavoidable collision. In some embodiments, the sensors 110can be of a type and location conventionally employed with AVs. In otherembodiments, the sensors 110 can be configured and/or locatedintentionally for the safety methods of the present disclosure, and thuscan be considered components of the control sub-system. Further, datafrom additional sensors (not shown), either on or apart from the AV 70,and/or other sources can be employed as part of the safety pathdetermination algorithms of the present disclosure.

In the views of FIGS. 4A and 4B, dark lined, dashed arrows 120 representbut a few possible unavoidable forces that could act upon the AV 70 witha collision. Upon determining that a collision is imminent orunavoidable and the likely force(s) 120 that will be placed upon the AV70 when the collision occurs, the control sub-system (and in particularthe logic or algorithms acted upon or implemented by a safety controlmodule of the control sub-system) determines a desired safety path forthe body 82, and then implements various operational steps to implementthe desired safety path. For example, one or more or all of the wheels92 are caused to turn (about the corresponding steering axis) and/or aredriven about the corresponding drive axis D. The release sub-system isprompted to release the body 82 from the platform 80, sacrificing powerand inertia of the platform 80. The body 82 escapes from part of theforce of impact of the imminent collision to scrub off energy over timeand surfaces, thus improving a safety outcome for passengers in the body82. The escape path of the body 82 can be in a direction opposite acurrent direction of travel of the AV 70 should a forward safety path beunavailable or less safe; for example, wheel friction on the body 82 canbe used to send the body 82 in a direction away from the impendingimpact.

As a point of reference, FIG. 4B best reflects a common design featureof many AVs whereby the platform base 90 (typically comprised primarilyof a battery) defines a common channel within which the body 82generally resides. The battery is often used to form the platform base90, with the base 90 used to mount the wheels 92 with motors at the sidefore and aft. These necessarily extend below and above the platform base90 and create a “containment” for the passenger body 82. In the commondesign of AV platforms with high wheel features (with or without theintegrated motors of an REE.com type design), the wheels 92 become abuilt-in channel for “aiming” the body 82 at the moment of release fromthe platform 80.

Control Sub-System

As will be understood by the above explanations, monitored data employedby the control sub-system 52 (FIG. 2) for determining the safety pathcan come from a variety of sources/sensors that may or may not beincluded with a conventional autonomous EV. With this in mind, FIG. 5Ais simplified representation of an AV 130 in accordance with principlesof the present disclosure; FIG. 5B is a schematic diagram ofsensors/controls provided with the AV 130. The AV 130 includes aplatform 140, a body 142 (referenced generally in FIG. 5A), one or moreoperational controllers 144, and a safety system 146 (referencedgenerally in FIG. 5B).

The platform 140 can take any of the forms of the present disclosure,and in some embodiments can be, or can be akin to, a convention platformof a known AV. For example, the platform 140 includes wheels 148 (one ofwhich is labeled in FIG. 5A) each powered or driven by a motor 150 (oneof which is labeled in FIG. 5A). Similarly, the body 142 can take any ofthe forms of the present disclosure, and in some embodiments can be, orcan be akin to, a convention body of a known AV. As best shown in FIG.5A, in some embodiments, one or both of the platform 140 and the body142 can include or carry bumpers 152 (one of which is labeled in FIG.5A). The bumpers 152 can assume a variety of forms useful with AV's, forexample crush-type bumpers as are known to those of ordinary skill.

The one or more operational controllers 144 are computers orcomputer-like devices programmed to perform conventional or standard AVcontrol operations (e.g., speed, steering, braking, etc.). Labeling ofthe operational controller(s) 144 in FIG. 5B implicates that theoperational controller(s) 144 can be carried by the platform (labeled as144A), the body (labeled as 144B), or both the platform and the body(144C). As with conventional AV's, the operational controller(s) 144 caninterface and/or communicate with various components of the AV 130, forexample standard autonomous system sensors 154, standard AV controls156, and standard AV electrical system 158. The standard autonomoussystem sensors 154 are also generally identified in FIG. 5A

The safety system 146 includes a release sub-system 160 (referencedgenerally in FIG. 5A) and a control sub-system 162. The releasesub-system 160 can assume any of the forms of the present disclosure,and generally includes components and/or mechanisms that attach the body142 to the platform 140 in a manner permitting release of the body 142from the platform 140 when prompted by the control sub-system 162.

The control sub-system 162 includes a safety control module or engine170 that receives information from various sources and is programmed todetermine a safety path in the event of an imminent or unavoidablecollision event. The safety control module 170 can be incorporated intoa computer or computer like device apart from the operationalcontroller(s) 144, can reside in the operational controller(s) 144(e.g., installed into a software application operated by the operationalcontroller(s) 144), or can reside in a computer or computer-like deviceentirely apart from a physical structure of the AV 130 and in wirelesscommunication with components of the AV 130 necessary to receive desiredsensor information and prompt performance of a determined safety plan.In more general terms, the safety control module 170 can include oroperate various algorithms, artificial intelligence/machine learningprogramming, and safety switches for performing the safety methods ofthe present disclosure. As further reflected by FIG. 5B, the safetycontrol module 170 optionally includes one or more wirelesscommunication devices (transceiver, Bluetooth, NFC, MICS, etc.) as isknown in the art for reasons made clear below.

In some embodiments, the safety control module 170 communicates with orreceives data/information from the standard autonomous system sensors154 (e.g., 3D accelerometer, 3D gyroscope chip, distance sensors, cameraimage analysis, etc.). Other sensor-type information is also optionallyreviewed or considered by the safety control module 170. For example, insome embodiments, the control sub-system 162 includes one or more broadarea-type sensors 172 carried by one or both of the platform 140 and thebody 142 that deliver sensed information or data to the safety controlmodule 170. In some embodiments, the control sub-system 162 includes oneor more bumper sensor 174 (e.g., at least one bumper sensor 174 isprovided or embedded into each of the bumpers 152) that deliver sensedinformation or data to the safety control module 170. Additional sourcesof information or data for the safety control module 170 optionallyinclude status and/or location information from other AVs operating nearthe AV 130 as indicated at 176 (e.g., can be wirelessly signaled to thesafety control module 170); weather data 178 (e.g., wirelessly signaledto the safety control module 170); various internet-derived informationor data 180 (e.g., satellite images, photos from the cloud, Google/Appleresources, etc.). Other sources of data can also be utilized by thesafety control module 170. Regardless, the safety control module 170 isprogrammed to review or monitor available sources of information or datain continuously or periodically determining a safety path for the body142 upon occurrence of an imminent or avoidable collision.

In this regard, having a predetermined safest action plan can beimportant given the presumed short time between confirming a forthcomingunavoidable impact and actual impact. By continually evaluating statusand options, the safety control module 170 can determine the safest pathand always be ready for an emergency situation. Using the remaining timefor action to improve the outcome is thus extended and optionsbroadened. This ongoing evaluation can provide a valuable readinessstatus, and can be beneficial to the safety systems of the presentdisclosure.

The safety control module 170 can be programmed to take various actionsupon determining or being informed of an imminent or unavoidable crashevent, and is connected (wired or wireless) to various components toimplement a selected action. For example, the safety control module 170is connected to the release sub-system 160, operating to promptcomponents/mechanisms of the release sub-system 160 to operate in adesired, coordinated fashion in releasing the body 142 from the platform140. The safety control module 170 can further communicate with thestandard AV controls 156 as part of a body release routine (e.g.,controlled wheel steering or speed coordinated with releasing operationof the release sub-system 160, reversing polarity of a motor associatedwith one or more of the wheels, etc.). Optionally, the safety controlmodule 170 communicates (wired or wireless) with, and prompts operationof, other components of the AV 130, such as standard safety systemdevices 190 (such as air bags), devices that extend to create friction,cushion impact, etc. Optionally, the safety control module 170 isprogrammed to generate an emergency report 200 in the event of acollision, and communicates the report (e.g., wireless communication) toappropriate sources, such as police, medical, etc.

From the above descriptions, the monitoring of surrounding activities bythe safety control module 170 can include that already being performedby conventional AV systems and related sensors. However, in someembodiments, situation data input can be further enhanced to includeaccounting for fixed objects within the range of the body 142 afterbeing separated from the platform 140. This data can be available, forexample, online for most roads and road adjoining areas from capturedimages. It can also be enhanced in some embodiments by addinglonger-range cameras or other sensors mounted, for example, on top ofthe body 142 and/or on extensions projecting above a roof of the body142. It can also be enhanced by information coming from other AVs andtheir sensors in the zone of influence. Regardless, the standard AVsensors work in combination with the extended area sensors from fixedobjects, cameras or moving AVs, and/or Internet obstruction data. Whereemployed, this information is used or considered to generate the safestimpact free or reduced impact safety path for the body 142. FIG. 6graphically illustrates the possible expansion of data made available tothe safety control module 170 beyond sensors commonly provided with AVs.

Returning to FIGS. 5A and 5B, in some embodiments, the safety controlmodule 170 is programmed to consider or determine surface types wherethe body 142 can use sliding contact to better scrub off energy on theground or obstacle surfaces. It can also consider glancing, bouncing,rubbing-off energy intermittently along the safety path in someembodiments. The selected safety path desirably provides the leastharmful single or multiple impacts to the body 142 during the act ofstopping. This sequence can extend and reduce the impending collision toreduce injury to passengers of the body 142.

In some embodiments, the safety systems and safety control modules ofthe present disclosure use only the standard sensors and computingtypically provided with an AV to prompt operation of the releasesub-system for a safer outcome. Alternatively, additional data can bemonitored to help decide an even safer path for the body 142 uponejection or release from the platform 140. This additional data can comefrom one or more sources by analysis and artificial intelligence (AI).For example, additional sensors can be provided with a longer range butuse that data quickly based on it being determined to show or implicatea bush or tree. One is a positive and the other is a negative to safety.Real-time sensors when mounted higher on the AV can be combined withInternet-retrieved ground or satellite images in combination withreal-time site input. These additional cooperative data sources canimprove the separation or release decision making, and can provide astrong likelihood for safer separation type and time and direction forthe body 142 and the platform 140. In some embodiments, previous AVtraffic gathers their sensor data to confirm and add to or subtract fromshared data. This additional cooperative data source can continue toimprove the basis for release decision making, and can provide astronger confidence factor for safer separation type, sequence, timingand direction for the body 142 and the platform 140 decisions forpassenger protection.

As mentioned above, in some embodiments the safety control module 170can consider or review the internet-derived information or data 180 indetermining a desired safety path or actions. For example, internetimages can be useful. A Google map satellite image, for example, mayshow curbs, fences, abutments, buildings, trees, bus stop enclosures,hydrants and other obstructions. This information can assist in thesafety control module 170 in the preparation and programming to find thesafest exit path for the body 142. Readiness can be improved. Timing canbe broadened to permit more and safer options. Terrain for bouncing orscraping off energy can be considered for possible safety paths. Thismay include, for example, a decision to direct the body 142 to traveland rest in a field, grassy yard, pond, park or parking area to improvereadiness and quality of escape decision-making.

The systems and methods of the present disclosure optionally employartificial intelligence and techniques. For example, the percentages oflikelihood for correctness of received data or information can bedetermined, such as the age of a satellite photo versus a broad areareal-time sensor. Comparison analysis algorithm or validation prior toincluding or excluding received data can be performed in someembodiments.

Processes performed by the safety control module 170 can, in someembodiments, include the consideration of the platform 140 and/or thebody 142 upon other AVs, pedestrians, bikers, and others in general. Aseries of sensor data from different directions can identify a biker andforecast progress for future traffic, for example.

As mentioned above, one of the benefits of the systems and methods ofthe present disclosure by separating the body 142 from the platform 140is the reduction of weight (and thus inertia) when moving by abandoningthe platform 140. The safety systems of the present disclosureoptionally further utilize operational control of the platform 140. Thiscan be done to reduce speed, redirecting the body 142 and the platform140 to reduce possible injury, including the reduction or elimination ofpossible injury to others outside of the body 142. Optionally, thesystems and methods of the present disclosure can include continuedwireless coordination with other AVs. In yet other embodiments, thesafety systems of the present disclosure can be configured to deliverwarning to others using their mobile devices and/or speakers carried byone or both of the platform 140 and the body 142 to alert pedestrians,bikers, etc.

In some embodiments, the safety systems of the present disclosureutilize crush zones as part of the direction, speed or impact decisionvariables. As a point of reference, some AV platforms are not designedfor crushing as the battery carried by the platform is a major portionof the structure. With this in mind, some optional embodiments of thepresent disclosure improve safety by using crush zone(s) (e.g., thecrush bumpers 152) as a sacrificial “egg crate” or compression zone(s)of mechanical devices. The crush zones or bumpers can be on the ends ofthe AV, sides of the platform 140, and/or around the body 142. Thesecrush or compression zones, where provided, can further carry or includesensors to assist in the safety system decision making.

In more general terms, the safety systems of the present disclosure, forexample the safety control module 170, can be programmed to perform andimplement various processes. These can include, but are not limited to,the safety action (e.g., “yes” or “no” to releasing the body 142 fromthe platform 140), safety action sequence (e.g., “yes” or “no” for morethan one body-to-platform release and timing of same), safety assistusing common controls (determining which available controls are requiredto meet the safety implementation, and how and when to use them), andsafety path selection (direction for the body 142 upon separation fromthe platform 140). Further, the safety systems of the present disclosurecan optionally create a desired path for the body 142 by, for example,governing other AVs, announcements or warning sounds, and/or lights,deploying body extensions such as an air bag or wind scoop to increasedrag, etc.

The decisions outlined above can be based upon an analysis of availabledata that serves to inform the safety control module 170 to enact asafer outcome. This can include the safety of others in the expectedimpact area. The safety processes of the present disclosure canoptionally be improved by continuously monitoring the changing physicalstatus surrounding the AV 130, allowing the safety control module 170 tomake better conclusions by being better informed and having more optionsfor escaping or reducing hazards. The surrounding status can beevaluated so that the safety control module 170 “knows” more about thearea surfaces as the AV 130 proceeds to a destination. With thisinformation, an intent for the body 142 upon separation from theplatform 140 can be determined and implemented. The safety controlmodule 170 can consider the environment, including fixed, temporary,and/or moving obstacles. The safety control module 170 can optionally beprogrammed to consider removing energy of the released body 142 byfriction, including cooperative friction and redirecting with other AVs.The safety control module 170 can optionally be programmed to considerfriction interactions of the body 142 with the ground or other fixedsurfaces. The safety path analysis can continuously determine a selectedsafest option or options in preparation for a possible imminent orunavoidable collision event so this time is nested. With these optionalembodiments, a more effective reaction time can be provided before anactual unavoidable collision event occurs. Thus, the calculations anddirection for exit strategy are done in advance, and the actual safetysystem timing can provide more options for a better outcome. Thisincludes a better outcome not only for passengers of the body 142, butfor all potentially involved in and around the event.

All normal controls of the AV 130 can be available to assist in theimplementation of the safety plan generated by the safety control module170. By way of non-limiting example, the AV 130 can be caused to speedup and then brake with timed release of the body 142 from the platform140 as the wheels of the platform 140 direct the body 142 to the safetypath ahead of the collision. The platform 140 may then turn as a blockerinto the path of the collision to absorb or deflect to best protect thebody 142 as it escapes.

In some embodiments, the safety systems of the present disclosure, forexample programming, algorithms and/or logic provided with the safetycontrol module 170, can use the autonomous automation system for normaloperation, but also to compare the AV 130 with other's past and currentdata gathering to determine how best to direct the platform 140 and thebody 142 while attached and when separated to proceed most safely to astop through traffic, on roadways and surrounding areas. To accomplishthis, the safety control module 170 can also use data from the Internetabout the area in question to avoid other impacts, and optionallyadjoining terrain and obstacles to find a best solution. In someembodiments, the safety control module 170 can be programmed to, wherepossible, avoid a possible imminent collision if it is determined thatsufficient space, speed and time are available. Under thesecircumstances, the safety control module 170 can prompt performance ofthe necessary collision avoidance steps and need not prompt release ofthe body 142 from the platform 140. Similarly, in some embodiments thesafety control module 170 can be programmed to evaluate objects (e.g.,vehicles) approaching the AV 130 from behind (e.g., the AV 130 isstopped at a stop light and another vehicle is traveling toward the AV130); where it is determined that the approaching object cannot stop insufficient time, the safety control module 170 can prompt performance ofevasive actions (e.g., releasing the body 142 to move upon impact,moving the AV 130 out of the away of the approaching vehicle, etc.).

In some embodiments, the safety control module 170 is programmed toshare decisions and readiness with the safety control modules of otherAVs 176 active in the area of influence so they can coordinate foradditional safety. For example, the two safety control modules cangenerate and implement a coordinated plan, directing the two releasedbodies to make the best of a bad situation. An icy road may cause anunavoidable collision, but handshaking decisions, such as which AV goesleft and which AV goes right at the last moment, can greatly reduce theimpact for both. Further, the reduction of mass by disposal of theplatforms can improve the outcome for both bodies (and thus thepassengers). One possible benefit is the reduction of inertia and mass.The protective enclosure remaining around the passengers by the body isbetter removed or angled from the collision source. The location,mechanical design, sequencing of separation or time (and similar safetyimpacting the AV design) can further provide options for the use ofautonomous directing. The automated motion reasoning is thereby improvedby two safety control modules working in combination regardless of anybody/platform separation decisions. This can improve the amount of timeto stop for the passengers, impact suddenness reduction, impact pointmultipliers to become force distributors and can make the impactinconsequential (or less consequential) to reduce or eliminate injury byeliminating or reducing sudden impact(s).

It is contemplated that AVs will be both in and out of passengerservice. For example, an AV may autonomously be moving to pick uppassengers or deliver items. In some embodiments, the safety controlmodule of a particular AV can be informed of and consider anout-of-passenger service status. For example, an exchange right-of-way(ROW) “rule” can give the out-of-passenger service AV less priority forbody release/extraction for safety reasons than other AVs on the roadwith passengers. Thus, the safety control module can decide to allow theout-of-passenger service AV to impact the obstruction as complete AV(i.e., the body not separated from the platform), or permit separationas requested by the safety control module of another AV to accommodatethe safety of the passengers of that other AV.

Release Sub-System

The release sub-systems of the present disclosure can assume variousforms that provide robust attachment or connection between the body andplatform under normal operating conditions, and facilitate partial orcomplete release of the body from the platform when prompted by thesafety control module. The release sub-system can include mechanical,magnetic or breakaway features (also referred to as “mechanicalconnection units”) that can be activated by the safety control module,and can be designed to implement a safety action or actions speedily.The release sub-system is optionally capable of using releases andcontrols sequentially to redirect each major component of the AV for theoverall purpose of improving passenger outcomes.

In some embodiments, the release sub-system can include mechanicalconnection units (e.g., components, devices or mechanisms) that effectmechanical connection/disconnection between the physical structures ofthe body and platform. Optionally, the release sub-system can furtherinclude electrical connection units (components, devices or mechanisms)that effect disconnection of wiring or other flexible cable runningbetween the body and platform. The mechanical connection units thatotherwise make the AV a working transportation device may be located inthe common surface area between the body and the platform, at theenclosure of fixed wheel covers (where provided), at the fore and aftends of the platform and body, etc. Regardless, the mechanicalconnection units can be prompted to release the body from the platformsimultaneously or sequentially (depending upon a selected safety path oraction, for example) to affect the timing and redirection for thedetermined safest extraction of the body.

With respect to mechanical connection units between the body andplatform, mechanical releases of the present disclosure can be designedto be quick, dependable and under control while the AV is either movingor stationary. The mechanical capture desirably provides both the optionof retention and release.

For example, FIG. 7 illustrates portions of one example of a mechanicalconnection unit 200 useful with the release sub-systems of the presentdisclosure as part of an AV 210. The AV 210 includes a platform 212 anda body 214 that can be akin to any of the platforms and bodies,respectively, of the present disclosure. In some embodiments, theplatform 212 includes a housing 220, a power unit (e.g., battery) 222,and wheel assemblies 224 (a portion of one of which is shown in FIG. 7).The housing 220 defines a base wall 226 and a side wall 228. A skidplate 230 is optionally attached to and extends along an exterior of thebase wall 226 (e.g., the skid plate 230 can be ultra-high molecularweight (UHMW) material, steel or other structurally rigid materialwelded or adhered to the housing 220). The power unit 222 is maintainedwithin the housing 220. The wheel assembly 224 includes a wheel 232mounted to an axle that in turn extends through the housing 220.Mounting of the wheel 232 can provide for active or passive steering.The body 214 forms an enclosure zone at which passengers and/or cargocan reside, such as at least partially by a floor panel 240 and a sidepanel 242. In some optional embodiments, the body 214 can include a skidplate 244 attached to and extending along an exterior of the floor andside panels 240, 242 as described in greater detail below. Otherconstructions for the platform 212 and the body 214 are also acceptable.

With the above, general construction of the platform and body 212, 214in mind, the mechanical connection unit 200 includes one or moresolenoid actuators 250. Each of the solenoid actuators 250 includes acase 252 and one or more pins or plungers 254 (labeled for one of thesolenoid actuators 250 in FIG. 7); for example two of the pins 254. Asis understood by one of ordinary skill, components within the case 252(e.g., electrical coil) operate to dictate a position of the pins 254relative to the case 252. In the arrangement of FIG. 7, the solenoidactuators 250 have been operated to locate the corresponding pins 254 inan extended position; further, each of the solenoid actuators 250 can beoperated to retract the corresponding pins 254 from the extendedpositon. The housing 220, the optional skid plates 230, 244, and thebody 214 can form an aperture sized to slidably receive a correspondingone of the pins 254, with the so-formed apertures being aligned with oneanother upon final assembly. Each of the solenoid actuators 250 aremounted relative to the body 214 such that in the extended position, thecorresponding pins 254 extends through a panel of the body 214 (e.g.,the floor panel 240 or the side panel 242) and one or both of theoptional skid plates 230, 244 and a wall of the housing (e.g., the sidewall 228), thereby interconnecting the platform 212 and the body 214. Ina retracted position of the pins 254, the platform 212 is no longerinterconnected to the body 214 at the corresponding solenoid actuator. Asafety control module (not shown, but akin to the safety control module170 of FIG. 5B) is operatively connected to each of the solenoidactuators 250 and operates to dictate a position of each of the pins 254(e.g., the solenoid actuator 250 can normally assume an “on” state inwhich the corresponding pins 254 are in the extended position, and whensignaled by the safety control module, transitions to an “off” state inwhich the pins 254 are retracted).

With the non-limiting example of FIG. 7, two of the solenoid actuators250 (and four of the pins 254) are illustrated as effecting a connectionbetween the platform 212 and the body 214 in a region of the wheel 232.Similar solenoid actuators and mountings can be provided at regions ofother wheels of the platform 212. The solenoid actuators 250 canoptionally be arranged so as to provide one, two, or more solenoid-basedconnections at the base wall 226 and the floor panel 240, and at theside wall 228 and the side panel 242. Any other number of solenoidactuators 250, more or less than two, is also acceptable. Further, whilethe solenoid actuators 250 are shown as being mounted to the body 214,in other embodiments, some or all of the solenoid actuators 250 can bemounted to the platform 212.

FIG. 8A illustrates portions of another example mechanical connectionunit 260 useful with the release sub-systems of the present disclosureas part of an AV 270. The AV 270 includes a platform 272 and a body 274that can be akin to any of the platforms and bodies, respectively, ofthe present disclosure. In some embodiments, the platform 272 includes abase wall 276 and wheel assemblies 278 (a portion of one of which isshown in FIG. 8A). An optional low friction skid plate 280 can beassembled to or formed by the base wall 276. The body 274 includes ahousing 282 forming an enclosure zone at which passengers and/or cargocan reside. Other constructions for the platform 272 and the body 274are also acceptable.

With the above, general construction of the platform and body 272, 274in mind, the mechanical connection unit 260 includes a solenoid 290operable to move a catch pin 292 between a connected state (reflected byFIG. 8A) and a disconnected state (shown in FIG. 8B). The solenoid 290is mounted to the platform 272, with the body 274 forming or defining aslot 294 sized and shaped to receive and capture the pin 292 in theconnected state. The solenoid 290 as assembled to the platform 272aligns the catch pin 292 with the slot 294. In the connected state ofFIG. 8A, then, the catch pin 292 is captured within the slot, such thatthe mechanical connection unit 260 interconnects the platform 272 andthe body 274. A safety control module (not shown, but akin to the safetycontrol module 170 of FIG. 5B) is operatively connected to the solenoid290 and operates to dictate a state of the catch pin 292 (e.g., thesolenoid actuator 290 can normally assume an “on” state in which the pin292 is in the connected state or extended position, and when signaled bythe safety control module, transitions to the disconnected state inwhich the pin 292 is retracted). FIG. 8B illustrates the disconnectedstate in which the catch pin 292 has been retracted from the slot 294,releasing the body 274 from the platform 272. While the solenoidactuators 290 is shown as being mounted to the platform 272, in otherembodiments, the solenoid actuators 290 can be mounted to the body 274.Further, additional mechanical connection units 260 can be provided withthe AV 270, for example one (or more) mechanical connection unit 260near each of the vehicle's wheels.

In one variation, the body 274 is elevated from the platform 272 andwhen the catch pin 292 is retracted to release the body-to-platformattachment, the body 274 drops to the optional skid plate 280 (e.g.,ultra-high molecular weight (UHMW) plastic) so that the gap over thewheels is eliminated and the wheel can, in a determined direction andspeed, use that friction to speed the exit of the body 274 from theplatform 272 on the predetermined safety path.

Other mechanical connection unit constructions are also envisioned. Forexample, the capture or catch pins of FIGS. 7 and 8 can be mounted tothe body, the platform, or a combination thereof. The mechanicalmechanisms or devices useful with the release sub-systems of the presentdisclosure can include springs, pneumatics, hydraulics, magnetics,electrical solenoids, explosives, etc., or combinations thereof. Forexample, many controlled breakaway feature options can deliberatelyactivate the safety system using engineered materials as a force tomaintain a connection up to a point of desired release. Bolts areavailable with these limits and could be employed to hold the body tothe platform. An adjoining force mechanism can be made to exceed theengineered break force of the bolt(s) when safety breakaway is desired.One example of a mechanical solenoid activated capture sleeve,pin-in-slot, is shown in FIG. 7 as described above. It will be noted themanner in which the pin is captured and released, and may use either thesolenoid product types of “push” or “pull”. Thus, the retention can beheld under power or non-power. Either way, the captured and released pinwhen released can provide determined capture or release control.

Optionally, directivity with the release sub-systems, and in particularmechanical connection units, of the present disclosure can be aided by arail, a slot or platform channel created by the wheels. The release canbe mounted to the bottom surface or the wheel enclosure surfaces, fromon the platform ends, or some combination of the same. For example, FIG.9 illustrates portions of another mechanical connection unit 300 usefulwith the release sub-systems of the present disclosure, and includes afirst solenoid actuator 310, a second solenoid actuator 312, a guideplate 314 and guide rails 316. The first solenoid actuator 310 can beakin to a conventional solenoid, and includes a case 320 and a capturearm 322. The second solenoid actuator 312 can be akin to a conventionalsolenoid, and includes a case 324 and a pin 326. The pin 326 is sized tobe selectively engaged by the capture arm 322.

The guide plate 314 is mounted to the body (not shown) of the AV, forexample in a region of a wheel associated with the body of the AV. Theguide plate 314 defines an arcuate slot 328. Upon final assembly, thecase 320 of the first solenoid actuator 310 is slidably connected to theguide plate 314 at the arcuate slot 328 (e.g., by a rib 330), allowingthe case 320 be selectively held at a desired location along the arcuateslot 328. With this construction, then, the first solenoid actuator 310is secured to the body.

The guide rails 316 are also mounted to the body (not shown) in a mannerestablishing a gap 332 therebetween. A size of the gap 332 is selectedto be slightly larger than a diameter of the pin 326.

The second solenoid actuator 312, and in particular the case 320, ismounted to a platform (not shown) of the AV. In other embodiments, thefirst solenoid actuator 310, guide plate 314 and guide rails 316 areassociated with the platform, whereas the second solenoid actuator 312is mounted relative to the body.

Upon final assembly of the mechanical connection unit 300 with the AVplatform and body (not shown), the second solenoid actuator 312 isaligned with the guide rails 316 such that in an extended position, thepin 326 extends through the gap 332. With this construction, adirectional force applied by the platform onto the second solenoidactuator 312 is transferred to the body via interface between the pin326 and the guide rails 316 (represented by arrows 334, 336 in FIG. 9).Further, with the capture arm 322 and the pin 326 both in their extendedpositions, the capture arm 322 engages the pin 326, thereby establishinga robust connection between the body and the platform. The forcerequired to release the first and second solenoid actuators 310, 312from one another can be varied (for example based on AV speed) by movingthe case 320 of the first solenoid actuator 310 along the arcuate slot328 (optionally controlled by a servo motor) thus altering an angle ofthe first solenoid actuator 310 relative to the second solenoid actuator312. The angle of capture yolk or fork shape can be set based on speedin a collision. For example, if the collision does not have a safetypath of consequence or the collision is determined to be sufficientminor, the angle is set to “give way” under pressure of the collision tocause a determined amount of release drag for safest separation of thebody from the platform. In the situation when the there is a safetypath, the angle changed by control of the safety control module todirect it to fully release and provide that release in the determinedexiting direction for the body. With these and related embodiments, thesafety control module (not shown) can be programmed to effect a desireddirectional force onto the body via the platform immediately prior to,or at the time of, release. Once a desired direction is achieved, thepin 326 of the second solenoid actuator 312 is prompted to retract fromengagement with the capture arm 322, thus releasing the body fromconnection to the platform at a region of the first and second solenoidactuators 310, 312. Optionally, additional ones of the mechanicalconnection unit 300 of FIG. 9 can be provided at other regions of theAV, for example at or near other wheels of the platform.

FIGS. 10A and 10B illustrate portions of another mechanical connectionunit 350 useful with the release sub-systems of the present disclosureas assembled to a platform 360. The mechanical connection unit 350includes a ball bearing assembly 370, a post 372, one or more breakawayexplosive charges 374, and one or more ignition assemblies 376. The ballbearing assembly 370 includes a lower housing section 380, an upperhousing section 382, and ball bearings 384. The lower housing section380 is secured to the platform 360 by fasteners 386. The upper housingsection 382 is free of direct attachment to the platform 360, and issecured relative to the lower housing section 380 by the explosivecharges 374. In some embodiments, the upper housing section 382 ismounted to the body (not shown) of the AV; in other embodiments, theupper housing section 382 can be formed by, or provided as a surfacefeature of, the body. Regardless, the ball bearings 384 are capturedbetween the housing sections 380, 382, and rotate about the post 372.The ball bearing 384 are not used for rotational friction reduction, butto act as a spreading influence upon the mechanical separation methodunder active compression. Finally, the ignition assembly or assemblies376 are configured to selectively power or ignite one or more of theexplosive charges 374. In some embodiments, a single ignition assembly376 is operable to activate or ignite two or more or all of theexplosive charges 374; in other embodiments, respective ones of theignition assemblies 376 are dedicated to a corresponding one of theexplosive charges 374. Regardless, the ignition assemblies 374 arecommunicatively coupled or linked to a safety control module asdescribed above. With this arrangement, the safety control module canremotely prompt actuation of the ignition assemblies 376.

During normal operation of the AV, the mechanical connection unit 350provides a robust connection between the platform and body as reflectedby the state of FIGS. 10A and 10B. When the safety control moduledetermines that the body should be released from the platform,appropriate signals are sent to the ignition assemblies 376. Onceprompted, the ignition assemblies 376 actuate the correspondingexplosive charges 374, causing the upper housing section 380 (and thusthe body) to separate from the lower housing section 382 (and thus theplatform) as reflected by arrows in FIG. 10A. Optionally, additionalones of the mechanical connection unit 350 of FIGS. 10A and 10B can beprovided at other regions of the AV.

The mechanical connection units described above are but a few examplesof the present disclosure. There are many potential mechanical methodsto automatically effect separation of the platform from the body. In yetother embodiments, a mechanical backup is employed using compression ofone or more bumpers of the AV to determine if the platform and bodyshould, or should not, remain connected. In other embodiments, theattachment mechanism can be a turning screw flight where disconnect ismade by a rotating motor upon the threaded coupling. In this variation,the AV suspension is located in the wheel-to-platform attachment.

In yet other embodiments, the mechanical connection units of the presentdisclosure can employ springs or similar devices to cause fasterextraction and/or direction of the body relative to the platform. Cablescan optionally be included to restrict a length of a safety path of areleased body relative to the platform. In yet other embodiments, themechanical connection units are configured to provide hinging featureupon separation. This may be done along one end or side along theperimeter of the AV. Release may be done only at the front or only atthe back of the AV to better assure that the body can only go in theintended safest direction; this can be provided, for example, by hingingdevices in one or more of the mechanical connection units. Similarly,the mechanical connection units may be rotational and in sequence tomove from a fully captured or connected state to an open or releasedstate as safety resolve of a particular situation dictates. In yet otherembodiments, one or more of the mechanical connection units can beconfigured to provide a drag surface with the body upon release. Thecatch/release points can intentionally release with drag on the ejectedbody to slow rate. This can occur differently at various ones of themechanical connection units to also steer the body before, during orafter release. Regardless of the mechanical connection/release method ofthe mechanical connection unit, one or more of these unit are controlledby the safety control module decision making based on status monitoringand safety choice decision.

With embodiments incorporating two or more of the mechanical connectionunits, sequential actuation or release at the mechanical connectionunits can cause the body to proceed in a desired safety direction path.The sequential release can divert the energy on collision by twistingaround one or more non-released mechanical connection units. Theplatform can be used as a diversionary push to move an obstruction toavoid a direct hit or cause a less-than-direct hit on the body.Algorithms operated upon by the safety control module can consider aglancing blow to direct the released body or the entire AV to a saferconclusion. Other algorithm options include consideration for a longerdistance for increased area for release of energy by friction. Asequential release of energy by various friction types may be determinedto provide the safest outcome. Multiple contact and surfaces may providethe safest directivity and improve safety outcomes. The timing ofactuation of the mechanical connection units can be selected, in someembodiments, to provide a direction that uses the reduction of inertiaon the catch point. By doing so it affects the amount of glancing uponother vehicles, vegetation, ground, buildings and other surfaces untilthe body comes to the safest stop.

The catch points of the mechanical connection units can vary or bestandardized between AV designs. A standardized format can permit an AVmanufacturer to change suppliers of either major component to replacethe original or use others for further body or platform desires. Thisincludes changing the AV's end-use application. The mechanicalconnection unit locations and types can become standards so the ownerhas more options for supplier-provided changes for aesthetics, bodypurposes, or cost advantages. They may become standardized so vehiclecharging is done by swapping the platform. They may become standardizedso the owner can upgrade to a more efficient or faster charge battery.Regardless, the points of connection of the present disclosure can serveto better direct the body in the case of an emergency The algorithmsoperated by the safety control module may change over time to fit theparameters of a future body or platform type.

For example, the connections provided by the mechanical connection unitscan be spread out uniformly to the inside of the shaped passenger bodybased on aesthetic design desires to help control the sequence ofdetachment and to provide sufficient hold in cases where the safestpassenger condition is determined to retain the connection in one, someor all connection locations. In some instances, the safest method ofhold is from the center of the AV or from a mechanical release so thatthe retention is centric. This may change based on the center of gravityof the particular body or the changing load within the body. Thealgorithms operated by the safety control module can effect a change inactuation of the mechanical connection units based on a combination of auser's selection of a particular body or a particular platform.

In other embodiments, the one or more of the mechanical connection unitsare associated with encasements of the wheels of the AV. Since in manyAV designs the platform is configured to lower the center of gravity,the wheels and motors are then higher than the platform (otherwisecomposed partially of the battery). This arrangement of the mechanicalconnection units can capture the body at the sides thereof and thuschannel the capture. This in turn means the mechanics can be sufficientonly fore and aft of the AV. Direction of the exit of the body is thendetermined by the last setting of the platform angle before collision.This angle can optionally be adjusted by the AV operational controller,the contact glancing determination, or the AV tire contact to the bodyspeed and direction (in the case of the lowering of the body or raisingof the wheels in that optional safety process).

In yet other embodiments, the mechanical connection unit(s) providedwith the AV can be configured to be caused to release the body from thecorresponding platform by the impact of a collision under circumstanceswhere the safety control module is unable to affect a controlled release(e.g., data necessary for the safety control module to decide thatrelease of the body from the platform should be done is unavailable).This is typical to the safety design of current vehicles that usecrumple zones and/or airbags to reduce the impact upon passengers. Withthese and similar embodiments, the safety systems of the presentdisclosure can be configured or programmed to institute default settingswhen the control sub-system is not on or is unavailable. For example,the mechanical connection units can be set to default retain or releasewhen the AV is parked or stopped and unable to implement a predeterminedsafest solution path when hit by another vehicle. In another example,the status of the mechanical connection units may or may not changebased upon the last known status of location data or whether the bodycontains passengers.

As mentioned above, some of the release sub-systems of the presentdisclosure include electrical connection units (components, devices ormechanisms) that effect disconnection of wiring running between the AVbody and platform. It is presumed that some if not all AVs with twomajor components (platform and body) will have electrical connectionsbetween the platform and the body. These wires may provide control orpower to such items as doors, seats, wipers, lights, audio, HVAC,Internet, sensors and the like. The wires providing power may only beused to provide backup or charging power to the body with its ownbatteries. Regardless, the wires from platform to body can incorporatedisconnects so the separation of the body from the platform for safetyrelease is unimpeded. In some embodiments, the wires will sever ordisconnect under the force of the physical separation of the body fromthe platform. Such a plug friction will not be enough to be of concernas the masses separate and will tear away relatively unaffected. Wirecutting devices, powered devices (e.g., solenoids) can be included tobetter ensure complete wire separation. In yet other embodiments, thewires are structured to be part of the safety release process to helpslow, direct or limit motion of the body relative to the platform. Atcertain speeds and conditions in a collision, the wires may be best leftin place.

In some embodiments, power storage can be located on the AV body. Afterseparation of the body from the platform, power remains to operatebody-borne devices such as computers. This includes wireless for bodycomponent locating and status signals. It can also implement additionalsafety features after separation. For example, an external airbag can beprovided with the body and actuated after separation. Various actions toimprove exit or floating should the body come to rest in water can beprovided. Powered fire protection devices can be provided with the body.If the body is powered or charged separately from the platform, then allother wiring can reside in the platform and no connection wires betweenthe two major components of the AV are needed. Coordination between thetwo may be wireless.

The release sub-systems of the present disclosure can optionally beconfigured to address possible irregularities in the body/platforminterface. For example, FIGS. 11A and 11B illustrate portions of anotherAV 400 in accordance with principles of the present disclosure. The AV400 includes a platform 402 and a body 404 that can generally assume anyof the formats of the present disclosure. An optional skid plate 406,408 (e.g., UHMW sheet) can be carried by one or both of the platform 402and/or the body 404 for reasons described above. With the non-limitingexample of FIGS. 11A and 11B, the platform 402 includes a base 410, apower unit (e.g., battery) 412, and wheel assemblies 414. As with otherembodiments, the power unit 412 and wheel assemblies 414 are connectedto or carried by the base 410. Further, the wheel assemblies 414 caneach include a wheel 416 and an optional motor 418 (labeled for one ofthe wheel assemblies 414 in FIG. 11A). Regardless, the platform 402forms or defines front and rear castings 420 (one of which is labeled inFIG. 11A), for example as features of the base 410. With thisconstruction, the body 404 and castings 420 have complementarygeometries such that in a normal operational state of the AV 400, thebody 404 nests within or inside of the castings 420. As a point ofreference, a position of the body 404 in the normal operational state isshown with solid lines in FIGS. 11A and 11B. The castings 420 thusrepresent an irregularity in the platform 402/body 404 interface.

A release sub-assembly of the AV 400 includes one or more mechanicalconnection units 430 (several of which are generally identified in theviews) that attach the body 404 to the platform 402 during normaloperation of the AV 400, and are operable to disconnect or release thebody 404 from the platform 402 (at the corresponding point ofconnection) as described above. The mechanical connection units 430 canhave any of the forms of the present disclosure. In addition, therelease sub-assembly includes one or more extension units 432. Theextension units 432 can assume various forms appropriate for lifting orraising the body 404 relative to the platform 402 when actuated by thesafety control module (not shown) of the AV 400. In some embodiments,the extension unit 432 is or includes an air bag (e.g., provided as partof an air ride system of the AV 400). A actuator for filling the air bag(or other activating other formats of the extension unit 432 iselectronically connected to the safety control module such that thesafety control module can prompt filling of the air bag (or otherwiseprompt operation of the extension unit 432) in a controlled orsequential manner relative to operation of the mechanical connectionunit(s) 430. In particular, to effect release of the body 404 from theplatform 402 and then movement of the body 404 away from the platform402 (or vice-versa), the safety control module prompts operation of themechanical connection units 430 to disconnect the body 404 from theplatform 402, followed by prompted operation of the extension unit(s)432 to raise the body 404 relative to the platform 402 (represented bydashed arrows in FIGS. 11A and 11B). A released and raised position ofthe body 404 is shown with dashed lines in FIGS. 11A and 11B; in thereleased and raised position, the body 40 is “clear” of the castings 420(or other irregularity), and is readily able to follow a selected exitpath independent of the platform 402.

Body Ejection

Returning to FIGS. 5A and 5B, in some embodiments, the safety controlmodule 170 is programmed to consider and effect a safety path for thebody 142 upon release from the platform 140 based upon expected ordetermined, naturally-occurring forces acting on the body 142 (e.g., aspeed and direction of the AV 130 immediately prior to release of thebody 142 from the platform 140, braking of the platform 140 immediatelyprior to or at the time of release, anticipated collision forces placedupon the body 142 at the instant of release, etc.). In this regard, thesafety control module 170 can consider and effect a change in speedand/or direction of the AV 130 using existing or standard operationalcontrols (e.g., speed, steering, braking, etc.). In other embodiments,the AV 130 can be configured to provide the safety control module 170with control over a polarity of one or more of the motors otherwisepowering one or more of the wheels. As a point of reference, polarity ofthe electric-type motors commonly employed with AVs can easily/quicklyeasily be reversed. Thus, with these and related embodiments, the safetycontrol module 170 can consider a possible safety path for the body 142that is accomplished by reversing polarity of one or more of the wheelmotors (and thus a change in rotational direction of the correspondingwheel) prior to or at the time of release (e.g., reversing polarity canchange forces being applied to the body 142 at the time of release, canremove the platform 140 from a path of the body 142 upon release, etc.).When such a safety path is selected, the safety control module 170 isoperable to effect control over the corresponding motor(s) accordingly.The use of the motor or motors driving one or more wheels may bereversed by a change polarity to the motor to lessen impact. It may beused in some wheels but not others to help steer the AV away from theunavoidable impact. It may be used to start the change in body inertiaseparate from the platform and away or diverted from the otherwiseunavoidable collision or as continued on by the platform.

In yet other embodiments, the safety control module 170 is programmed toconsider and effect a safety path for the body 142 upon release from theplatform 140 based upon force(s) generated by one or more wheels of theplatform 140 onto the body 142 at the time of release. For example, FIG.12 illustrate portions of another AV 500 in accordance with principlesof the present disclosure. The AV 500 includes a platform 502 and a body504 that can assume any of the formats of the present disclosure. One ormore mechanical connection units 506 (several of which a labeled in FIG.12) attach the body 504 to the platform 502 during normal operation ofthe AV 500, and are operable to disconnect or release the body 504 fromthe platform 502 (at the corresponding point of connection) as describedabove.

The AV 500 includes or incorporates one or more features that facilitatelowering or dropping of the body 504 relative to the platform 502, forexample when prompted by a safety control module (not shown, but akin tothe safety control module 170 (FIG. 5B). As a point of reference, avertical position of the body 504 relative to the platform 502 undernormal operating conditions (e.g., a “drive arrangement” of the body 504relative to the platform 502) is shown with dashed lines in FIG. 12;solid lines represent the lowered or dropped position (e.g., an “escapearrangement” of the body 504 relative to the platform 502). Downwardmovement or lowering from the drive arrangement to the escapearrangement is reflected by arrows in the view. The body 504 can includeor define pads or fenders 510 that are each vertically aligned with acorresponding one of the wheels 512 provided with the platform 502. Inthe escape arrangement, the pad 510 comes into contact with thecorresponding wheel 512. Under circumstances where the wheel 512 isdriven or spinning, then, the wheel 512 exerts a force onto the pad 510,and thus the body 504, via frictional interface. A contact surface ofthe pads 510 can be formed of a material exhibiting an enhancedco-efficient of friction with a material/surface of the wheels 512 so asto enhance frictional contact at the pad 510/wheel 512 interface.Regardless, contact with the wheels 512 sends the body 504 away from theplatform 502. A direction of the applied force can be dictated by thesafety control module, for example by, where appropriate, reversingpolarity of one or more of the wheel motors as mentioned above. It isnoted that in some applications, the action of reversing the motor byswitching the polarity is quickly accomplished, applying the tractionfor the wheels/tires 512 to the road away from a forward collision eventto lower the inertia at impact for the AV 500 in general. In the case ofa stationary or reversing motion of the AV 500, this use of the motor(s)in advance of the collision works as well. In this embodiment, thecontact of the wheel(s)/tire(s) 512 upon the body 504 still works tosend the body 504 away from the collision on a safer path for theoccupants. In the case of the AV 500 being out of control for somereason, all other external fixed and moving surrounding conditions areconsidered by the safety control module.

In some embodiments, the AV 500 can incorporate features that reducefrictional interface between the platform 502 and the body 504 atregions other than the pads 510/wheels 512 with the body 504 in theescape arrangement. For example, a low friction body 520 (e.g.,ultra-high molecular weight sheet) is carried by one of the platform 502and/or the body 504. In the escape arrangement, the body 504 readilyslides relative to the platform 502 at the low friction body 520,enhancing the effectiveness of directional forces applied by the pad510/wheel 512 interface.

With optional embodiments in which a wheel-based directional force canbe exerted onto the body 504, the AVs of the present disclosure caninclude various features that promote transitioning of the AV from thedrive arrangement to the escape arrangement, with safety control moduleprogrammed to prompt operation of these features. For example,mechanisms can be provided that effect raising of the platform relativeto the body. In other embodiments, mechanisms can be provided thateffect lowering of the body relative to the platform. The lowering-typeelevation units can incorporate or include suspension devices otherwisesupporting the body relative to the platform, such as an air-ridesuspension system.

For example, FIG. 13A illustrates portions of one example of anelevation unit useful with the safety systems of the present disclosureas part of an AV 550. The AV 550 includes a platform 552 and a body 554that can be akin to any of the platforms and bodies, respectively, ofthe present disclosure. In some embodiments, the platform 552 includes ahousing 560, a power unit (e.g., battery) 562, and wheel assemblies 564(a portion of one of which is shown in FIG. 13A). The housing 560defines a base wall 566 and a top wall 568. The top wall 568 canoptionally be a low friction plate (UHMW skid plate), or a low frictionplate 570 can be assembled over the top wall 568. The power unit 562 ismaintained within a comportment of the housing 560. The wheel assembly564 includes a wheel 580 mounted to an axle 582 that in turn isconnected to the housing 560. A motor (identified generally) 584 powersmovement or rotation of the wheel 580. Mounting of the wheel 580 canprovide for active or passive steering.

The body 554 forms an enclosure zone 590 (referenced generally) at whichpassengers and/or cargo can reside, such as at least partially by afloor panel 592 and a side panel 594. A pad or fender 596 is formed orcarried by the body 554 in a region of each of the wheels 580 (i.e., asingle one of the pads 596 is shown in FIG. 13A).

Other constructions for the platform 552 and the body 554 are alsoacceptable. Regardless, the AV 550 further includes one or moreelevation units 600 operable to transition (or permit transitioning) ofthe body 554 from a drive arrangement (reflected by FIG. 13A) to anescape arrangement (described in greater detail below with respect toFIG. 13B) relative to the platform 552. The elevation unit 600 includesa bag 610 and a release device 612. The bag 610 can be akin to aconventional air bag, expanding when inflated with fluid (e.g., air). Abottom of the bag 610 is fixedly attached or coupled to the base wall566 of the platform 552. The release device 612 temporarily secures atop of the bag 610 to the body 554, for example to the floor panel 592.The release device 612 is operable to release the bag 610 from the body554, along with permitting the bag 610 to deflate. For example, in somenon-limiting embodiments, the release device 612 is, or is akin to, aninward explosive bolt. Regardless, an activation mechanism of therelease device 612 is electronically connected to the safety controlmodule (not shown) such that the safety control module can promptoperation of the release device 612.

During standard operation of the AV 550, the bag 610 is attached to thebody 554 and filled with an inflation medium (e.g., air). In a normal orinflated state (as in FIG. 13A), the bag 610 maintains the body 554 awayfrom the platform 552 by a distance sufficient to permit unimpededrotation of the wheel 580 (e.g., the drive arrangement of the body 554).Depending upon construction and inflation conditions, the bag 610 canfurther serve as a suspension or spring, isolating the body 554 frombumps or other forces experienced by the platform 552 as the wheels 580travel over various terrain. As reflected by FIG. 13B, when prompted bythe safety control module (not shown), the release device 612 operatesto release the bag 610 from the body 554, and the inflation medium toexit or exhaust from an interior of the bag 610. FIG. 13B reflects therelease device 612 as being or including an inwardly exploding bolt,with an arrow showing movement of the release device 612 away from thefloor panel 592. As the bag 610 deflates, the body 554 transitions tothe escape arrangement under the force of gravity. As a point ofreference, in the view of FIG. 13B, an arrangement of the body 554 priorto deflation of the bag 610 is shown with cross-hatching. In the escapearrangement, the pad 596 contacts the wheel 580, with the wheel 580 thenapplying a force onto the body 554 at the wheel 580/pad 596 frictionalinterface as described above. In some embodiments, the bag 610 will, bymemory, shrink sufficiently to go below the level of the low frictionplate 570 and thus not impede ejection of the body 554 from the platform552. Further, contact, if any, between the floor panel 592 and the lowfriction plate 570 does not overtly resist ejection of the body 554 fromthe platform 552.

Additional, Optional Features

The safety systems and AVs of the present disclosure can include one ormore features in addition to the release sub-systems and controlsub-systems as described above. For example, one or more features can beprovided to effectuate a change in a momentum of the body upon releasefrom the platform. In another example, the body can include wheels orsmooth surfaces to assist the body to travel further to spread frictionbased on stopping over a longer path. In one approach, UHMW orultra-high molecular weight sheets or surfaces can be incorporated onthe body, the platform, or both to help in separation. These surfacescan help the body move along, through exit safety paths that aretime-limited openings and to assist in completing the safety controlmodule's determined safety path and stop location. One non-limitingexample of a location of the UHMW sheet is shown at 258 in FIG. 7. Theuse of this or similar material can be used such that the braking of theAV and release of mechanical connection unit(s) is able with or withoutimpact as determined and permitted by safety path decision making, tosend the body on the safety path. The low friction material can beuseful in the event of a side collision to help the body “pop out” morereadily from the impact when some or all of the mechanical connectionunits are released. In related embodiments, some of the mechanicalconnection units opposite the hit may be operated to stay intact to actas a hinge to direct motion of the body for improved safety to thepassengers (e.g., avoiding a secondary collision).

One or more features can be provided with the body to effectuateincreased drag upon release of the body from the platform. For example,with embodiments in which the mechanical connection unit includes asolenoid-actuated pin, the solenoid actuator can be wirelessly promptedafter separation to re-extend the pin. The so-extended pin can then helpdrag the body to a stop (e.g., before coming to a further obstruction).Alternatively or in addition, a mechanical feature typical to a brush,rake, pin, racing car air brake, drag car parachute, chute or flap,etc., can be carried by or provided with the body and caused to deploythereby spreading out the inertia over time to ease the impact uponpassengers after or during the body being fully or partially released.Airbags are optionally included on the inside of the body, the outsideof the body, or both.

While some of the AVs of the present disclosure have been described asincorporating a conventional or known body construction, in otherembodiments the body can have other configurations. For example, thebody can include or be formed as a structural cage as reflected by theAV 700 of FIG. 14. The AV 700 includes a platform 702 and a body 704.The platform 702 can assume any of the forms of the present disclosure,and generally includes a base 710, wheels 712, a power unit (not shown),etc. The body 704 includes a structural cage 720 mounted to the platform702 by mechanical connection units 722. The mechanical connection units722 can assume any of the formats of the present disclosure, and in someembodiments are akin to the mechanical connection unit 350 of FIGS. 10Aand 10B. FIG. 14 further reflects that the AV 700 can include varioussensors 730 carried by the cage 720, a wireless connection device 732(e.g., for Internet connection). The structural cage 720 can beappropriate and longer lasting for travel on an extended safety path andto deflect rather than crush. This may mean the body 704 is not made toabsorb impact typical to existing vehicles, but instead to bound orglance away from sudden impacts. Regardless, in some embodiments, the AV700 further includes a safety sub-system of the present disclosure,including a safety control module (not shown) programmed to determine,for example, that safety path responsive to an imminent collision force(arrow F in FIG. 14) is accomplished by turning the wheels 712 and thenprompting the mechanical connection units 722 to release the body 704from the platform 702, allowing the body 704 to travel away from theplatform along safety path P (arrow in FIG. 14) following impact.

In other embodiments, the body can be made with rotomolded plasticforms. The plastic forms can be covered with a layer of material toinsulate the body while supporting the improvement of passenger safety.For example, the layer can be composed of honeycomb, floccules or crushshapes either integrated into the rotomolded design or as a separatesandwich or secondary layer. In such designed bodies with capturedairspace, the enclosure may be better suited to a warmer, cooler spacewhile providing additional safety for passengers. In other embodiments,the body is made from multiple molds that provide ingress and egressaccess. For example, the body can be provided as an upper and lowerclamshell that, when closed, connects to provide a completed eggshellsafety enclosure. In any case, the body enclosure is constructed toimprove safety of the passengers during and after collision includingthe path to conclusion of the inertia movement. Once at rest, the bodycan automatically release further connections than those to the platformto assist in the exit from the body by the passengers.

With the optional eggshell body configuration, an entire portion canintegrate the access section such that the door is also the entire ormost of the complete top half of the body. The upper segment can hingeon one side. It can include hinges so passengers can enter standing, andafter sitting the door hinges close. In another form, the body may risetypical to or with scissor lifts. Regardless, the optional eggshellconfiguration is conducive to traveling away from a direct impact (andseparated from the platform) to improve passenger safety due to theenclosure body's ability to retain the shell of protection. This caninclude the ability of the body to survive additional, less severecollisions, rubbing off energy by friction on various surfaces andglancing off of obstructions as pre-planned by the safety control moduleto affect the best outcome.

As described above with respect to FIG. 5A, in some embodiments, theplatforms of the present disclosure can have one or more compressionsegments along a perimeter thereof. These can be one-time use honeycombcrushing segments. The honeycomb structures on the sides can be used asan access/exit step(s) for the corresponding body. The compressionsegments can alternatively include or comprise non-honeycombconfigurations (e.g., pistons). The compression segments can carrysensors that assist in verifying impact timing or amount. This optionalinformation can be used to help the safety system determine releaseapproval, timing or sequential actions for the controls of the AV.

While some of the safety systems of the present disclosure areconfigured to consider and react to an imminent or unavoidable collisionevent, other potentially hazardous scenarios can be addressed. Forexample, during a collision or just by temperature monitoring alone, thesafety control module can be programmed to determine or predict thatthere has been, or potentially will be, a battery fire or potentialignition. The safety control module can be further programmed such thatin these scenarios, the mechanical connection units (and optionalelectrical disconnect devices) can activate and, if sufficient powerremains, the body can be made to leave the platform. The platform mayuse wheel power to cause the body to separate and distance the body fromthe platform in the case of fire. This may be ideal regardless ofwhether passengers are present in the body. For example, this optionalfeature could be employed after autonomously driving/directing the AVout of a garage to save the house and the body. The safety of othersbased on data from any source can be part of this safety controlalgorithm and action implementation plan. If there are no passengers,then the platform can be prompted to drive to a safe spot, remove thebody and provide a space for the body that is away from other hazards orpeople. If there are passengers in the body, then a decision can be madeto exit the passengers and then proceed or to release the body withpassengers and proceed. The decision can be determined based on timingand surrounding restrictions. Once again, the determination of safeststeps can be predetermined and ready for activation should the batterymonitoring require safety actions.

Example Algorithms

As made clear by the above descriptions, the safety control modules ofthe present disclosure can be programmed to determine and effect varioussafety plans for passengers of an AV, for example by promptingseparation of the AV's body from the platform in a determined fashion.The safety control modules may use monitored and collected “zone ofinfluence” statuses to prepare and implement a determined safety plan ina condition of imminent or unavoidable collision, with the safety planincluding an escape path for the separated body from the platform toreduce or eliminate passenger harm. The “zone of influence” is the areasurrounding the AV that has the potential for causing changes in thesafety of the AV's passengers.

The algorithms operated by the safety control modules can utilize, asinputs, one or more of: location(s) of one more fixed objects, velocityand direction (or translation) of external moving objects to determinevectors of each within the zone of influence upon the safety ofpassengers within the body exiting from the platform, and velocity anddirection (or translation) of the AV itself (currently and in theupcoming zone of influence).

The algorithms operated by the safety control modules can generate oneor more outputs. For example, available escape path options can be analgorithm output, with these options being based upon determined“openings” or “voids” in the physical surrounding environment that areotherwise available for the separated body to exit or travel at variousvelocity and translation vectors. The algorithms can continuouslydetermine or predict the safest escape path from the available options,for example based on an assessment of predicted impact and/or estimatedlikelihood of passenger injury. The algorithms can, if no “best” escapepath is available, determine if body-to-platform connection is to beretained, determine if partial body-to-platform connections are to beretained/released and which one to retain/release, and/or determine ifbody partial collision(s) to fixed or moving objects has the betterpassenger outcome. The algorithms can optionally generate requestedchange of vector messages to other AVs in the zone of influence tocoordinate a best outcome. The algorithms can optionally activate audioand/or light alarms to alert others in the zone of influence. Thealgorithms can optionally use separated or partially separated platformvector as a protector of the body or to open a selected safety path. Toeffect, for example, directing the body along the determined or selectedescape path, the algorithms can be adapted to effect one or more of:turning the AV's wheels, adjusting motor speed and direction, applyingbrakes, implementing tire-to-body contact (e.g., to add or subtract frombody momentum, vary tire-to-body speed, vary tire-to-body rotationaldirection, vary tire-to-body angular direction, apply these variables ina coordinated way to achieve a desired outcome, etc.).

The algorithms can be programmed to receive and review various inputs.For example, information from sensor(s) for determining shape,orientation, and/or temperature of the AV body. Sensors carried by thebody can also be utilized to determine impact(s) and inform emergencypersonnel. GPS event history can be reviewed to determine progress ofthe released body and concluding location to inform emergency personneland others in the zone of influence. Existing (historical and current)autonomous sensor data from the AV and other AVs can be reviewed.Existing autonomous decision making to avoid collisions can be reviewed.Existing autonomous decision making otherwise facilitating progress ofthe AV to a particular end destination. Data from other vehicle sensorscan be reviewed, such as historical fixed information, historical movinginformation within the time of influence, historical less traffic out ofthe zone of influence, historical moving to fixed within the zone ofinfluence, etc. Emergency vehicle incoming wireless data on the zone ofinfluence can be reviewed, for example monitoring emergency right ofway, monitoring emergency control of stop light(s), activation of pullover and stop impact on zone of influence activities, etc. Deliverydrone or air taxi data can be reviewed, for example historical data onfixed objects, historical data on moving objects within time frame oninfluence, etc. Internet images can be interpreted, for example fixedobstacles from camera images generated by cameras at known image capturelocations, fixed obstacles from more than one angle image, verificationof obstacles by autonomous vehicle sensor data, confirmation of obstacleand location by historical data from AVs, etc. Autonomous vehicle safetydrone information can be reviewed, for example use of extended rangesensor data from drone paired with the AV, extended range sensor datafrom a drone dedicated to a fixed area, etc. Images form fixed areacameras can be reviewed, for example use of area monitoring cameraimages for fixed obstacles, use of area monitoring camera images toestablish moving obstacles in the zone of influence, etc. The AV's priortrip data can be reviewed, for example experience-based zone ofinfluence data based on collection of potential safety paths, correctionof likely safety paths based on other AV's data and analysis of safetypaths, current situational data correction of safety path options, etc.Multiple angle sensor data can be reviewed, for example to determinesize of an obstacle, determine distance of an obstacle, determine typeof obstacle, etc. Image comparison information can be reviewed, forexample identifying a type of obstacle, identifying type of groundsurface, identifying uniformity of ground surface, etc. Monitored safetydata from other AVs or EVs with sensors, for example to identifyvehicles in or out of directional control, identify safety decisionmaking of other vehicles as part of a coordinated safety path, etc.Monitored wireless cooperative data requested by others can be reviewed.Wireless data regarding condition of passengers from passenger mobiledevices can be reviewed. Wireless data regarding a purpose of passengertransport can be reviewed. Highway or adjoining construction status fromgoverning bodies or contractors can be reviewed.

The decision-making algorithms for determining a safety path can bebased on one or more of the data inputs described in the presentdisclosure. The algorithms of the present disclosure can determine asafety path based on capabilities of the AV (e.g., a configuration ofthe release sub-assembly provided with the AV), current conditions andexpected conditions at the point of collision. The safety path canfurther be determined based on whether or not the AV contains passengersand/or if other AVs in the zone of influence contain passengers. Thesafety path can further be determined based on vector of obstacleswithin the zone of influence. The algorithms can determine safest timingto begin path activation, safest angle of release, safest speed ofrelease, etc. The algorithms can determine a desired direction of bodyexit based on the safest outcome (e.g., forward, rearward, side release,partial release, etc.). The algorithms can determine if partial contactof the separated body upon other moving or fixed objects provides animproved outcome for passengers through reduction of inertia orredirection to a safer path.

In some embodiments, the algorithms of the present disclosure use sensordata to find the safest exit path for the AV body when released orextracted from the AV platform to avoid or reduce impact injury onpassenger(s) in the AV body that might otherwise result from an imminentcollision. Variables or parameters utilized by the algorithms caninclude:

AVs=Subject AV being controlled by the safety algorithm(s);B=Body of AVs released from platform of AVs;P=Platform of AVs after releasing B;ZOI=Zone of Influence=ongoing area of potential contact with B uponrelease from P at a given time;V=Vector (speed and direction) of moving items (e.g., AVs, other AVs,other EVs, other traffic, pedestrians, bikers, animals, etc.) that havea changing potential impact upon B when released from platform of AVswithin the ZOI; Vs=Vector of AVs;Vx=Vector(s) of other in the ZOI, including incoming and less exiting;U=Area of possible exit path blocked by stationary items (e.g.,buildings, parked vehicles, trees, etc.) in degrees as the ZOI moveswith the AVs;F=Approximation of friction-caused slowing of B upon being released fromP (reducing speed over a distance due to type or surface or glancingimpact);Ox=Possible exit paths or openings for B (e.g., speed, degrees, and timewindow for B upon release from P) based on, for example, U and Vx ascompared with Vs;C=Available control of AVs and resulting influence on B before releasefrom P;I=Amount of impact on B;Sx=Acceptable stop locations for B following release from P (e.g., leastimpact by others and terrestrial considerations);S=Safest exit path for B based on best I reduction or eliminationselected from determined Ox's (degrees and time).From the above, an example algorithm can be, or can be based upon:S=Sx with lowest I based on comparison of Ox solution outcomes using ZOIstatus (implementing fixed and moving data analysis) and applyinganalysis of F using surface type and conditions for travel of B afterapplication of selected C and instructions to Vs being acknowledged andassuming changes of the vectors of the so-instructed vehicles based onforthcoming implementations.

In another non-limiting example, the safety system establishes prior toproceeding the vector paths (Vx) for B (if released from P) in 45-degreeincrements (or some smaller increment) over the 360-degree range. Toconsider or determine which of these possible or available vector pathsVx should be selected or implemented as the safety path in the event ofunavoidable collision (or other circumstances), algorithms can include:

For each vector path Vx, review available data and determine if thereare stationary U in the way. If yes, dismiss.For each remaining vector path Vx, during progress of Vs sensors,consider if there is a greater than 50% likelihood a moving obstaclewill be in the way? If yes, dismiss.For each remaining vector path Vx, consider if there a greater than 75%likelihood the AV can be operated to achieve? If no, dismiss.For remaining vector paths Vx, select and use as S the vector path VXthat is “closest” to current Vector of the AVs.If no safe vector paths Vx remain, apply all C options to reduce impactincluding angle of vector.At speeds below 5 MPH, retain connectors. At speeds above 5 MPH, releaseB to contact tires with motors in polarity away from impact direction tolower B inertia to reduce or avoid B impact for purposes of improvingpassenger likelihood of safer outcome.

Another non-limiting example of a scenario illustrating implementationof the safety systems and algorithms of the present disclosure includesa family of five beginning a trip in their AV. As the family loads intothe AV, the driver informs his smart phone of their intendeddestination. The AV is thus notified of the event and the onboardcomputer checks the AV control center with the trip intention. There aresome weather, road and traffic warnings at various parts of the tripbased on other AV traffic results and their sensor input. The safetypath restrictions limited by fixed objects along both sides of the tripare input into the onboard computer. The option backup of thisdecision-making could have coming from the control center computerwirelessly real-time, but the new onboard computing capacity and speedsof processing of the new family AV can handle this ongoing safetyplanning preparation and implementation task.

The AV's standard sensors and controls perform as expected to take thefamily to the destination. Along the way, the AV is trafficking on along, curved portion of the highway. A deer bolts from the woods ahead,causing another AV to divert off line. The road has some less-than-idealsurface conditions form the frost of the morning. The AV has additionalhigh roof sensors to cover the zone of influence. The input data isincluded into the prepared body exit planning just in case of a safetyescape requirement. The latest Google images for the trip have beenpre-analyzed for obstructions. The sensor data form previous trips bythis AV and other AVs have been included in the input.

The out-of-control vehicle communicates wireless to others in the zoneof influence, including the family's AV. Little time remains and acollision is determined to be imminent and unavoidable. The preplannedsafety has already computed an exit strategy and based on coordinationwith two other AVs and the out-of-control AV, exit limitations ofexisting structures and trees, and other input implements a safetydecision is at the ready. The best outcome has been made by the safetydetermination algorithm. The safety path for the body of the AV has beenpre-set and is quickly implemented. The wheels are turned in theopposite direction of those in the oncoming AV. The brakes are applied.The airbag air-ride supporting the body and holding it in place useexplosive bolts to separate the AV's body from the platform. The boltsare ignited and the air in the bag rushes out. The electricalconnections between the body and the platform are pulled away. The bodyof the AV drops onto the UHMW skid plates in order to exit at lowfriction. The tires meet the body as it drops. The motors' speed anddirection send the body away from the collision. The platform collidesat a glancing angle to protect the sent body and the passengers in theother vehicle who are also on their own safety path exit.

The released body (with the family still on board) now has less energybecause the weight and inertia of the platform are gone, and slidesalong a path that misses other vehicles and fixed obstructions asplanned. The drag of the body on the ground has dissipated the bodyenergy and it comes to rest in an adjoining field. All five passengersare unhurt, as are the passengers in the other vehicle. Other AVs in thezone of influence have avoided a collision event. Even the deer is fine.The event is reported and emergency staff, replacement AVs and towvehicles are on their way. The body and platform of the AV can later bere-assembled to one another with new explosive bolts and the crushsegments replaced.

The AVs, safety systems, and safety control modules of the presentdisclosure provide a marked improvement over previous designs.Regardless of the body and platform shape, materials and design safetyoptions of the safety system of the present disclosure perform safetymeasures using preplanning based on monitoring of the changingsurrounding physical fixed status and moving situation analysis todetermine if, when, and how the body should be released from theplatform under circumstances of an imminent or unavoidable collisionevent. The safety control module can determine how many, where and whatconnection points between the body and platform should be released andthe timing of such release operations. The safety control module candetermine the direction of and timing of a safety path for the body.This determination can use the impact, the speed change of the platformbased upon the AV's speed, brakes, steering, body-to-wheel contact, or acombination of all or some of these external or internal change forces.For example, speed changes of the platform in timing with the mechanicalconnection unit release can cause the intentional release of the body tosafety. The safety systems of the present disclosure can sacrifice theplatform to improve a safety outcome for the body by helping absorb theunavoidable collision mass from hitting the body or partially do so.

It is considered in the present disclosure that the safety pathdecision-making control described with respect to the safety controlmodules (e.g., the safety control module 170 of FIG. 5B) may beperformed by the AV processing unit otherwise providing for autonomoustravel. The safety processing may be an integrated segment of codeassigned to act typical to the safety control modules described hereinand acting upon mechanical features as described above to separate andsend the body apart from the platform on the predetermined safety path.

Although the present disclosure has been described with reference topreferred embodiments, workers skilled in the art will recognize thatchanges can be made in form and detail without departing from the spiritand scope of the present disclosure.

1. An autonomous electronic vehicle (AV) comprising: a platformcomprising a battery and wheels; a body defining a passenger enclosure;a mechanical connection unit connecting the body with the platform,wherein the mechanical connection unit is configured to transitionbetween a first state in which the body is attached to the platform atthe mechanical connection unit and a second state in which the body isreleased from the platform at the mechanical connection unit; at leastone sensor carried by one of the platform and the body; a safety controlmodule in communication with the sensor and programmed to prompttransition of the mechanical connection unit from the first state to thesecond state.
 2. The AV vehicle of claim 1, further comprising anoperational controller programmed to autonomously operate the AV basedon data from the at least one sensor.
 3. The AV of claim 1, wherein thesafety control module is programmed to prompt transition of themechanical connection unit from the first state to the second statebased upon a determination of an imminent collision event as implicatedby the data from the at least one sensor.
 4. The AV of claim 3, whereinthe safety control module is programmed to determine a safety path forthe body response to the determination of an imminent collision event.5. The AV of claim 4, wherein the safety control module is programmed todetermine the safety path based upon information provided by at leastone of internet-available maps and image data.
 6. The AV of claim 4,wherein the safety control module is programmed to determine the safetypath based upon information provided by at least one other AV inwireless communication with the safety control module.
 7. The AV ofclaim 4, wherein the safety control module is programmed to continuouslydetermine the safety path.
 8. The AV of claim 4, further comprising asteering mechanism operatively coupled to at least one of the wheels,and further wherein the safety control module is programmed to promptoperation of the steering mechanism and the mechanical connection unitsin a cooperative fashion to direct the body along the determined safetypath.
 9. The AV of claim 4, wherein the safety control module isprogrammed to determine the safety path as being free of at least one offixed obstacles, moving obstacles, and hazardous terrain.
 10. The AV ofclaim 4, wherein the safety control module is programmed to considersurfaces for slowing down the body by friction in determining the safetypath.
 11. The AV of claim 4, wherein the safety control module isprogrammed to estimate and compare severity of injury for a plurality ofpossible paths in determining the safety path.
 12. The AV of claim 4,wherein the safety path for the body is one of forward and backwardrelative to a current travel direction of the platform.
 13. The AV ofclaim 1, wherein the AV includes a plurality of mechanical connectionunits, and further wherein the safety control module is programmed tosequentially transition each two or more of the plurality of mechanicalconnection units from the first state to the second state.
 14. The AV ofclaim 13, wherein the safety control module is programmed to operate themechanical connection units to effect a travel path of the body awayfrom the platform that is non-linear with respect to a current directionof travel of the platform.
 15. The AV of claim 1, wherein the mechanicalconnection unit includes at least one explosive bolt.
 16. The AV ofclaim 1, wherein the mechanical connection unit includes at least onesolenoid actuator.
 17. The AV of claim 1, wherein the mechanicalconnection unit is configured to self-transition from the first state tothe second state in response to an impact force imparted upon the body.18. The AV of claim 1, further comprising an elevation unit operable toselectively permit contact between the body and at least one of thewheels.
 19. The AV of claim 18, wherein the safety control module isprogrammed to prompt operation of the elevation unit in transitioningthe body from a drive arrangement to an escape arrangement in acoordinated fashion with transitioning of the mechanical connection unitfrom the first state to the second state.
 20. The AV of claim 1, whereinthe safety control module is further in communication with an air ridesystem of the AV and is programmed to prompt operation of the air ridesystem in concert with the mechanical connection unit.